Railway block-signal system.



No. 865,013. PATENTED SEPT. 3,-1907. W. M. CHAPMAN.

' RAILWAY BLOCK SIGNAL SYSTEM.

APPLICATION nun ,JAN.24,1906.

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RAILWAY BLOCK SIGNAL SYSTEM. APPLIUATION FILED JAN.24.1906.

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RAILWAY BLOCK SIGNAL SYSTEM.-

APPLICATION FILED JAN.24. 1906.

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RAILWAY BLOCK SIGNAL SYSTEM.

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RAILWAY 131,001: SIGNAL s YSTEM.

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UNITED STATEQZEENT OFFICE.

. WINTHROP M. CHAPMAN OF NEEDHAM, MASSACHUSETTS.

RAILWAY BLOCK-SIGNAL SYSTEM.

Specification of Letters Patent.

Patented Sept. 3, 1907.

Application filed January 24, 1906. Serial No. 297,557.

Toa ll whom it may concern: 1

' Be it known that I, Wm'rrmor M. CHAPMAN, a citizen of the United States. residing at Needhain, in the county of Norfolk and State of Massachusetts, have invented certain new and useful Improvements in. Rail way Block-Signal Systems; and I do here by declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the signal systems, which is simple and durable in C61.

struction and certain and reliable in operation.

A furthcr object of the inyent'ion is to improve the arrangement of circuits and apparatus of railway block .signal systems so' that the signals under abnormal conditions cannot be improp erly actuated and under normal conditions will be actuated with certainty to indicate the presence-or absence of cars upon the track seci tions or blocks of the railway. v r

With these objects in view the invention consists in the devices, combinations and arrangements hereinafter described and claimed, the advantages of which will be obvious to those skilled in the art, from the following description.

The invention is intendedprimarily for use on single track electric street railways. It is to be understood,

- however, that while the in vention is particularly applicable for use on single, track roads and is embodied in its prcfcrrcd form in an apparatus adapted'lor use on such roads, certain features of the invention are notlimited to an apparatus or signal system adaptedonly for use in connection with single track roads, but may be embodied in other forms of apparatus and systems.

Tho various features of the present invention will be uinlcrstood from the following description taken inconncctio'n with the drawings accompanying this application, in which I Figure 1 is a view in front elevation of the improved form of signalapparatus; Fig. 2 is a detail view of the lower end of the rod which forms a continuation of the core of one of the signal setting magnets; Fig. 3 is a view similar to Fig. 1, illustrating, on an enlarged seeo, the principal portionof the signal apparatus; Fig. 4 is a sectional plan view taken on the lined-4 of Fig. 3; Fig. 5 is a detail view of a portion of the mechanism own in Fig. 3 illustrating the position which the pints assume at the beginning of the operation of setting the signal at safety; Fig. Gis a detail sectional plan view illustrating a portion of the mechanism for actuating the locking lever to allow. the signal to returnto normal position; Fig. 7 is a view similar to Fig. 5, illustrating the position which the parts assume at another stage in the operatiouof setting the signal at safety; Fig. 8 is a detail view of a portion of the rod connected to the core of one of the setting magnets, and a portion of the locking lever; Fig. 9 is a view similar to Fig. 5 illustrating the position which the parts assume after the signal has been set at safety; Fig. 10 is a detail view illustrating the position of certain of the parts during 1 the operation of actuating the locking lever to allow the signal to return to its normal position; Fig. 11 is a View similar to Fig. 10, illustrating the position of the parts after the signal has been returned to its normal position, 12 is a detail view illustrating a somewhatv different construction from that illustrated in the other figures for holding the locking lever out of looking position, and Fig. 13 is a diagrammatic view illustrating the arrangement of the apparatus and the circuit connections and contacts for one block of a single v track electric street railway.

The signal system illustrated in'the drawings as embodying the preferred form of the present invent ion comprises a signal apparatus at each end of a track section or block, the signal apparatus and their circuit connections being duplicates of each other. Each signal apparatus comprises a signal which'is movable from normal to either of two positions, one of the positions to which it is moved indicating danger, and the other position indicating safety. Means are provided whereby when a car enters an empty block from either direction the signal at the entering end of the block is set at safety and the signal at the distant end of the block is set at danger..- The apparatus at both ends .of the block and the variouscontacts and circuitsare so arranged that after the signals have been set by a car entering the block in one direction they cannot be returned to normal position or actuated in any manner by the entrance of a car on to the block'lrom the opposite diroction. Means are provided whereby the signals are returned to normal position when acar passes out of the block, and in order to allow more than one car going in the same direction to be on the block at the same time a controller is provided whichis actuated by cars entering and leaving the block,"and which prevents the return of the signals to normal position until the last car leaves the block. 7 The apparatus and the contacts and the circuit connections are also so arrangodthat the controller will be properly actuated in case cars going in the same direction enter and leave the block simultaneously. Provision is also made whereby both signals cannot be set at safety October 14, 1902,-'and.'No. 759,340, dated May 10, 1904,

. the armature of one of the signal setting magnets and p and those features of the present invention which relate to the signal apparatus are embodied in an improved means for actuating the signal, in an improved controller and controller actuating mechanism, 'inan improved locking device for preventing the return of improved mechanism for actuating said device, in an improved m'eansfor indicating an actuation of the controller ivheneverfa car enters the block after the signal at the entering end of the block has been set at safety, and in an improved means to cause the coiitroller to be'actuated properly when cars enter and leave the blocksimultaneously.

In my pending application, Serial No. 141,821, filed February 4, 1903, a railway block signal system is disclosed having the same general mode of operation as the systems disclosed in my priorpatents, but in which the signals stand normally at danger and only the signal at the entering end of the block is actuated when cars enter and leave the" block. Infthat railway block signal system the circuits and contacts were so arranged as to prevent the improper actuation of the signals when one or both of the line wires connecting the two apparatus at opposite ends of a track section or block was connected to an extraneous source of current by a cross on the wire.

Those teatures of the present invention which relate to the arrangements of the apparatus, circuits and contacts whereby-the signals cannot be improperly actuated under abnormal condi-tions but will be actuated with certainty so as to efliciently protect the track secgrounded. I

Referring now to Figs. 1 to 11 inclusive, in which is illustrated the preferred embodiment of the signaling apparatus, 1 indicates the signal which as illustrated consistsof a target one side of which is preferably painted white, and the other side red. This target is secured upon the lower end of a rod ?.mounted to rotate in bearings in the case of a-signal box 3 but held from longitudirial movement. The normal position of the target 1 is, as illustrated in Fig. 1, with itsedge presented to a car approaching the block. A quarter turn of the rod 2 in one direction causes the white side of the target to be displayed, the target when in this position indicating safety, and a. quarter turn of the rod 2 in the opposite direction causes the red side of the target to be displayed, which latter position indicates danger. The red 2915 its upper end is provided with two inclined or spiral grooves or guideways 4 and 5, which communicate at their upper ends as indicated in Fig. 1. These grooves are engaged respectively by pins Sand 7 upon the inner ends of pivoted levers 8 and 9. The leversfS and 9 stand normally in the position indicated in Fig. 1, both pins 6 and 7 being at the upper communicating v. A portion of the grooves; An actuation of the lever 8 causes the pin 6 to traverse the groove 4 and turn the rod 2 through a quarter of a revolution in onedirection, while an actuation of the lever 9 causes the pin 7 to traverse the groove 5 and impart a quarter turn'to the rod 2 in the opposite direction. In the construction illustrated, the target 1 is turned to its safety'position by an actuation of. the lever 8 and is turned to its danger position by an actuation of the love! 9.- The pins 6 and 7 engage the grooves 4 and 5in-such manner that the tar get is positively locked at all times against rotation from any external force applied to the targetor to the rod 2, as will be apparent from an inspeotionof Fig. 1. The lever 8 is actuated inone direction byan electro-magnet 10 of the solenoid type, the armature-core of which is provided with a'downwardly projecting rod 11 secured to or formed integral with the core, and pivotally connected at its lower end to the outer end of. the lever 8. A counterbalancing spring 12 is coiled'around the pivot of the lever and'the lever is returned to its normal position by gravity. The lever 9 is actuated by a' solenoid magnet 13 through a rod 1 1, forming a downward projection from the core of the solenoid and connected at its lowerendto-the outer end of the lever 9. The lever 9 is returned to its normal position'by gravity and is acted upon by a counterbalancing spring '15 coiled around its pivot.

In the operation of the system the magnet 10 of the to its normal position a locking lever 16-is provided-;100

which engages a shoulder 17 on the rod 11 and prevents the return of the rod and armature core to'their normal'i positions. The locking lever16 is pivoted upon a fixed stud 18 as best shown in Figs. 6 and 8 The shape of that portion of the lever which engages the shoulder 17 105 Y is clearly shown in Fig. 8 in which this portion of the lever appears in cross section. Z In the apparatus illustrated the magnet 10 is alsoutilized to return the target 1 to its normal position, the

magnet 10 being energized whenever a canleaves the 110 block, as will be hereinafter described, and means heingpr'ovided whereby the upward movement of the v core of the solenoid and the rod 11 connected thereto actuate the locking lever t remove it from beneath the V shoulder 17 of the rod. In order to enable the locking 1'15 lever to be actuated from the magnet 10 it is so arranged that when the magnet is deenergized its core and the rod 11 are allowed to drop a; short distance before com-' ing in contact with the locking lever. That is, the up-- ward movement of the core of themagnet and the rod 120 until they reach a position in which the shoulder 17 en- 1 25 gages the'locking lever. This movement oftheco're ,and rod 11, howevenhas no effect on the signal, asst this time the pin 6 is traveling in a straight portion of the groove 4. when the magnet 10 is energized after the signal has been set at ssfemthe core and rod; 1] e again rise to their highest position and this movement of the core and rod is utilized to actuate the locking 1ever to move it from engagement with the shoulder 17. The means for actuating the locking lever comprises a locking lever actuator in the form of a projection 19 on the rod 11 which during the upward movement of the rod 11, after the signal has been set at safety, contacts with a projection 20 on a link 21, forming a portion of the controller to be hereinafter described. The link -21 is provided with a slot through which a pin 22 passes which projects from an arm 23 formed integral with the locking lever 16. The engagement of the. projection 19 vided for holding the locking lever out of the path of movement of the shoulder 17 during the descent of the rodthe lever would again move into the path 01' the shoulder. The means illustrated in Figs. 1 to 11 for accomplishing this result comprises a latch or dog 24,

pivotally mounted upon the inner end of the locking lever. This dog is provided at itsrear end with a projection 25 which bears against the arm 23 and prevents the movement of the dog with relation to the lever in one direction, the dog being free, however, to move in the opposite direction. The projection 25 is normally held yieldingly against'the arm 23 by means of a spring 26 coiled around the pivot of the dog. This dog is arranged to bear against the upper portion of the rod v11 or the lower portion of the core of the magnet 10 during the downward movement of the coreand rod and hold the locking lever out of the pathof the shoulder 17; During the upward movement of the core and rod in setting the signal, at safety a shoulder 27 on the upper end of the rod or on the lower end of the core passes above the dog 24 which moves beneath the shoulder and allows the locking lever to move into its locking position. The dog 24 does not pass beneath the shoulder 27 until the shoulder l 'f is some distance above the locking lever. .The dog remains beneath the shoulder 27 untilthe locking lever is actuated by the engagement of the projection-l9 with the projection 20 on the link 21 and as thelink rises, the

dog 24 is allowed to yield and springs past the shoulder 27 so as to be in a position to engage the rod 11 or core of the magnet 10 during the downward movement of the rod and core to hold the locking lever out of the path of movement of the shoulder 17. Since the dog 24 which holds the locking lever out of the path or movement of the shoulder 17 is actuated by the upward'movement of the rod 11, it is evident tliat'a yielding connection of some kind mustbe provided to allow the (logic be moved from beneath the shoul der 27. This yielding (-(mnection, in the constructionv .the rod 11, which construction is preferred to the const'ructionabove described for the reason that it does awayv with the frictional resistance offered to therod during its downward movement by the pressure of the spring pressed dog 24 algainstlflieuod. In the construction illustrated in Fig. "l2facrigid projection 24* is provided on the locking leverinthe place of the spring pressed dog 24, and this projection is arrangedto be engaged by an arm 25* project. ing"iiom the arm 46. As illustrated in the figure, the-.j jarrangement of these parts is such that when the'rod 11 is in its lowest position with the signal at safety the projection 25" engages the projection 24* on the locking lever and holds the locking lever out of engagementwith the rod. During the upward movement "oi the'rod insetting thesignal at safety, the actuation of the arm'46by the shoulder 45 upon the rod raises the projection25* out of the path of movement of the projection 24* and allows the locking lever to move into locking position. Whom the rod 11 is again raised to move the locking lever out of locking position the projection 24* raises the projection 25* which movement is permitted by the spring 47 acting on the arm 46 and as the .rod reaches its highest position the projection 25* falls into. the path of movement of the projection 24* i and holds the locking lever out of engagement with the rod while the rod is descending to its lowest position.

The controller by which the return of the signals to normal position is prevented until the last car leaves the block, comprises the link 21 above referred to, and

a ratchet wheel 29 pivotally mounted upon a stud 30 and provided with an arm 31 to which one end' of the link is pivoted, the arm extending from the hub of the ratchet wheel and being rigidly secured to or formed integral therewith. I Aftor the signal at the entering end of the block has been set at safety by the entrance of the first car on to the block the ratchet wheel 29 is moved forward a step each time a car enters the block and is moved, back a step each time a car leaves the block. When but one car is on the block the projection 20 on the link 21 is in the path of movement of the projection 19 on the rod 11 as indicated in Fig. 9. When another car enters the block the ratchet wheel is moved forward a step'and thereby theprojection 20 is moved but of the path of the projection 19 and it will be evident withoutfurtherdescription that theprojection ZO Iemains out of the path of; movement of the projection 19 until-theratchot wheel is returned to its original position. The forward movements of the ratchet wheel are produced by a magnet 32 the annature of which is connected by -a rod 33 to a lever 34 piv- V oted upon a fixed stud 35. Upon the inner end oithe lever 34 is pivotally mbunted a pawl 36 which is forced toward the teeth of the ratchet wheel 29 by means of. aspring 37. A counterbalancing spring 38 surrounds the pivot 35 oi the lever 34 which is restored'to its normal position by gravity when the magnet 32 is deo'nergized. After the signal at the entering end of the block has been set at safety the magnet 32 is energized each time a car enters the block and then denergized.

The pawl 36 isthus actuated to advance the ratchet .wheel 29 stepbystep. During the upwardmovement pawl between the guide and the ratchet wheel. An

overthrow of the ratchet wheel is thus positively pre its normal position step by step. The pallet 41 is acted upon by a spring 44 which normally acts to hold the detent '43 in engagement with the-teeth of the ratchet wheel so as to retain the ratchet wheel in the position in which it is moved by the pawl 36. The pallet 41 is oscillated each time a car leaves the block to allow the ratchet wheel 29. to move backward the distance between two teeth of the ratchet wheel. In the construction illustrated the magnet 10 is utilized to produce an oscillating movement of the pallet, the magnet being energized each time a car leaves the block, as will be hereinafter described. To actuate the pallet a shoulder 45 is provided upon the rod 11 or core of the ma net 10, which during the upward movement of the rod and core engages an arm 46 mounted upon the pivot of the pallet 41. The arm 46 is yieldingly connected to the pallet by means of a spring 47 and is provided with a pin 48 which extends over that end of the pallet which carries the detent 43. In the normal operation of the apparatus the pin 48 is held in engagement with the pallet by the spring 47 so that the pallet is, actuated from the arm whenever the arm is engaged by the shoulder 45. The upward movement of the rod 11 and core of the magnet 10 oscillate the pallet in one direction and the spring 44 returns the pallet to its original position during the downward ;movement of the rod and core.

The purpose of the yielding connection. between the arm 46and the pallet 41 is to allow the controller to be properly actuated when cars enter and leave the block simultaneously. In such case both the magnets 10 and 32'are energized and the pawl 36 is moved upwardly at thesame time that the pallet 41 is oscillated. The detent 42 is thus brought into the path of the teeth of the ratchet wheel but is yieldingly held in this position by reason of the yielding connection between the arm 46 and the pallet so that the detent can yield and allow the ratchet wheel to be advanced by the pawl 36.

- When the target 1 is in its normal position the various parts of the apparatus are in the positions indicated. in Fig. 3, and it will be seen that at this time the projection 20 on the link 21 is in the path-of movement of the projection 19 on the rod 11. In order to allow the signal to be set at safety the projection 20 must be moved out of the path of the projection 19. This is accomplished by imparting a forward movement to the ratchet wheel 29 sufiicient to remove the projection 20 from the path of the projection 19, but not suflicient to cause the ratchet wheel to be retained in its advanced position by the detent'43; The magnet 32 is energized when the first ,car enters the block as well as-whensucceeding cars enter the block. The pawl 36.is thus given its complete upward strokeand actuates, the ratchet wheel 29. In order to prevent-the ratchet wheel being moved a su'fiicient, distance tmmuseitto be retained in its advanced position byfthe detent 42 a lever 49 is pivotally mounted upon the stud 30 and provided with an arm 50 which when the target 1 is in its normal position enges the pawl 36 and prevents it from coming in contact with the tooth of the ratchet wheel which it would otherwise engage during its upward movement. The lever 49 is held in this position when the target 1 is in its normal position by means of a pin 51 on the rod 11, or core of magnet 10, which engagesthe'upper side of the arm 52 of the lever. The ratchet wheel 29 is held in its normal position by the engagement of an arm 53 on the ratchet wheel with a rigid bracket 54, the teeth of the ratchet wheel being in such position that thepawl 36 engages a-tooth of the ratchet wheel during its upward movement and advances the ratchet wheel a suflicient distance to remove the projection 20 from the path of the projection 19 on the rod 11. The lever 49 is provided with an arm 55 and with a ratchet tooth 56 which is engaged by the pawl 36 during each of its upward movements so that each time the magnet 32 is energized the lever 49 and its .arm 55 are actuated. The purpose of this construction and operation will be hereinafter explained in connection with the description of the operation of the entire system.

The inward movement of the locking lever 16 into a position to engage the shoulder 17 of the rod 11 is limited by a fixed stop 57 which engages a projection 58 on the locking lever. The locking lever is thus prevented from bearing against the rod 11 and interfering with the downward movement of the rod after the magnet 1'0 has been denergized. A fixed stop 59 is also provided which is arranged to engage the locking lever and to limit its movement when it is actuated to allow the signal to return to normal position. The movement of the pallet 41 under the force of the spring 44 is limited by a stop shoulder 60 on the guide plate 39 and the downward movement of the rod 11 and core of magnet 10 when the target 1 is returned to its normal position is limi'ted'by a fixed stop 61.

In addition to the parts hereinbefore described, each signal apparatus also comprises two signal lamps for use as night signals in 'place of the target 1, or as day signals in addition to the target, and various resistance coils and contacts, the arrangement of which will be more clearly understoodfrom'an inspection of Fig. 13, in which thecontacts are indicated diagrammatically. From this figure, taken in connection with the figures illustrating the actual construction of the apparatus, the specific manner in which the contacts are arranged in the apparatus will be apparent without further description.

Referring now to Fig. 13, in which is illustrated the arrangement of the apparatus, circuits and contacts for a single section or block of the track, A indicates the apparatus at one end of the block and B the apparatus at the other'end of the block, these apparatus and their circuit connections and cbntacts being duplicates of each other; 62 indicates the trolley wire of an electric street railway, and 63 a rail or other return circuit. At one end of'the block a circuit closer 64 is provided, and at the other end of the block a similar circuit closer 65. These circuit closers may be of any suitable construction, such, for instance, as is disclosed ,in my prior Patent No. 711,036, dated October 14, 1902, and are arranged to be operated by cars entering or leaving the block in either direction. Referrmg fiir'convenience 64 whenever acar enters the block from the left. contact is connected by a wire 67 to one terminal of the to apparatus A, 66 indicates a contact arranged to be connected to the trolley wire 62 by the circuit closer This magnet 32. The other terinirialof the magnet 32 is connected by a wire 68 to a contact 69. Adjacent to this contact is a contact 70 which is connected to a wire 71 leading through a resistance 72 to the rail 63. Wires G8 and 71 are connected to contacts 72 and 73 adjacent to each other and arranged to be bridged by a contact which. is connected by a wire 83 to a contact 84. Ad".

jaccnt to the contact 84 is a contact 85 connected by a wire 86 to a contact 87 and adjacent tothe contact 87 is a contact 88 which is connected by a wire 89 to one terminal of the magnet 1.0-. The other terminal of the magnet 10 is connected by a'wiro 90 to the rail 63. The

contacts 84 and 85 are arranged to be bridged by c'ontact plate 91 on the arm 55 of the lever 49 whenever the lever. is actuated. The contacts 87 and 88 are arranged to be bridged by a contact plate 92 on the outer. end of the locking lever when the locking lever is in its normal position. The binding post 77 is also connected by a wire 93 to a contact 94 adjacent to which is a contact 95 connccte'dto the wire 83 and a contact connected to a wire 97 which leads through a resist ance 98 to the rail 63. The contacts 94, and 96 are arranged to. be bridged by a contactplate 99 on the outer end of the lever 8 when the target 1 is set at safety. The binding post 76 is connected bya wire 100 to contact block 101 on the outer end of the lever 8: When the lever is in its normal position this block engages a contact 102 which is connected by a wire 103 to one terminal ol the magnet 13. The other terminal of this magnet is connected by a wire 104 to a contact plate 105 on the outer end of the lever 34. When the lever 34 is in its normal position the contact plate 105 engages a contact 106 connected to a wire 107 which leads to a contact 108. Adjacent to contact 108 is a contact 109 which is connected by a wire 110 to the trolley wire 02. When. the lever 34 is actuated the contact plate 1.05 is brought into engagement with a contact 111 cminected to a wire 112 which leads to the resistance 98 in the wire 97. The contacts 108 and 109 'nrc arranged to'lic bridged by contact plate 113 whenthe target 1 is in its normal position The contacts and circuit connections above described are utilized in setting the signal at the entering end of the block at safetyhnd the signal at the distant end oi the tier-1 at danger. when a car enters the block from either direction. Tb enable the signals to be returned to their normal positions when a car leaves the block a (ontact 114 is arranged adjacent to the circuit closer 64 so as to be connected to the trolley 02 by the circuit closer when a carleavcs the block. This contact is con nectcd by a wire 1.15 contact 116 which isarrangcd to be engaged by the ccintact block 81 when the lever 9 is actuated by the magnet 13 the block remainingin engagement with the contact while the target 1 is at danger. A contact 117 is also provided, connected to the wire 89 and arranged to be engaged by the block 1.01. on the levers when the lever is actuated by the magnet 10. The block 101 remains iii-engagement with 7 0 the contact 117 while the signal remains atits safety position and is not disengaged therefrom until the signal returns to its normal position. i

In the signal apparatus hereinbeiore described, an actuation of the controller by a car entering a block after the signal at the entering end of the block has been set at-safety is indicated by turning the target through a quarter of a revolution to present its edge to the approaching car and then returningit to its safety position. This is accomplished by energizing the magnet 13 which actuates the lever 9 to impart a quarter revolntion to the rod 2 supporting the target, the pin 7 during this movement of the lever engaging the grooved and rotating the rod 2in the same direction in which it was rotated by the lever 8-and pin 6 in setting 85 the target at safety. Thisrotation oi thetargct by the actuation of the lever 9 when. the target is in its safety. position is permitted by an enlargement of the lower portion of the groove 4. To enable the magnet 13 to be energized when a car enters a block after the 90 signal at the enteringendof the block has been set at safety two contacts 118 and 119 are provided which are arranged to be .bridged by the contact plate 92 when the locking lever is in its locking position, the contact 118 being connected to the wire 103 and the contact 1l9'being connected by a wire 120: to' the contact 87. Y

In. order to cause the controller tobe properly actuated when cars enter and leave the block simultaneously, it is necessary that the rod 11 be held raised 100 until-the pawl 36 has descended for some distance and the ratchet wheel-29 returned a sufficient distance to prevent the detent 42 from retaining the ratchet wheel' in the position to which it was advanced by the pawlras otherwise the controller would be moved forward a 105 step, and when the last car. left the block the signals would not be returned to their normal position. In the present signal system, the proper actuation oi the controller when cars enter and leave the block simultaneously is secured by maintainingthe magnet 10 11)- energized until after the magnet 32 has been dcenergized. The connections for so energizing the magnet v 10 comprise a contact 121 connected to the wife 120 and arranged to engage the contact block 101 when the magnet 10 is energized. engagement with the contact 121 when the lever 8 is moved by the energizing oi the magnet 10, the block being out of engagement with the contact while the target 1 is in its safety position'and the magnet 10 deenergized.v I 4 j The signal lamps are indicated at 122 and-123, the lamp 122 being-preferably white and the lamp 123 being red. One terminal oithe lamp 122' is connected T to the rail 63 by a wire 12; which includes a suitable The block 101 is brought into 115.

after the target 1 has been setat safety. One terminal of the lamp 123 is connpcted by a wire 130 to the wire 124 and the other terminal of the lampis connected by a wire 131 to a contact 132. A contact 133 is arranged adjacent to the contact 132 and is connected by a wire 134 to the wire 110. These contacts are bridged by a contact plate 135 on the lever 9 when the lever is actuated by the magnet 13. I

The operation of the apparatus when cars enter and leave the block is-as follows: The block being empty and the various parts of the apparatus being in the positions indicated in Figs. 1, 3 and 13, a car entering the block from the left actuates the circuit closer 64 and thereby closes a .circuit including the magnet 32, said circuit comprising the Wire 67, magnet 32, 68, contact 69, contact plate 75, contact 70, and wire 71.

' The lever 34 is actuated and the pawl 36'advances the ratchet wheel 29 asuflicient distance, to remove the projection 20 from the path of movement of the projection 19 on the rod 11. At the same time the lever 49 'is actuated and the contact plate 91 bridges the contacts 84 and 85. The bridging of contacts 84 and 85 closes a circuit from the trolley wire 62 to the rail 63 including the magnet 13 of apparatus Bend the magnet 10 of apparatus A as follows: wire 110 of apparatus B, contact 109, contactplate 113, contact 108, wire 107, contact 106, contact plate 105, wir'e 104, magnet 13, wire 103, contact 102, contact block 101, wire 100, binding post 76 of apparatus B, line wire 79, binding post 77 of apparatus A wire 80, contact block 81, contact 82, wire 83, contact 84, contact plate 91, contact 85, wire 86, contact 87, contact plate 92, contact 88, wire 89, magnet 10 and wire 90. The energizing of these magnets actuates the lever 8 of apparatus A and the lever 9 of apparatus B, setting the signal at the entering end of the block at safety and the signal at the distant end of the block at danger. The contact plate 99 of the lever 8 bridges contacts 94, 95 and 96 so that a connection is formed from the binding post 77 of apparatus A to the rail 63 which does not include the magnet 10. or the contacts 84-and 85. The magnet 10 is dcnergized as soon as the circuit of magnet 32 is opened by the circuit closer 64 and the contact plate 91 disengages the contacts 84 and 85; The magnet 13 of apparatus B, however, remains energized, a circuit for said magnet being completed by the'bridging of contacts 94, 95 and 96. As soon as the magnet 32 is denergized the ratchet wheel 29 returns to its original position and the lever 49 swings so as to bring the contact plate 91 into' engagement with the contacts 127 and 128, thereby closing the circuit of the signal lamp 122 and causing the lighting of the lamp. The signal at the entering end of the block being at safety and the signal at the distant end of the block being at danger, if another car enters the block before the first car leaves the block the magnet 32 of apparatus A is again energized. At. this time the arm 50 of the lever 49 is out of engagement with the pawl 36 so that the pawl advances the ratchet wheel 29 a step, the ratchet wheel being retained in its advanced position by the detent 43. The lever 49 is actuated in the same manner as when the first car ontered the block, and the contact plate 91 is moved from contacts 127 and 128 to contacts 84 and 85. This breaks the circuit of the signal lamp, thereby extinguishing the lamp, and 'at the same time closes a circuit from the binding post 77 through the magnet 13 of apparatus A to the rail 63, which circuit includes the wire 93, contact 94, contact plate 99 contact 95, c0ntact 84, contact plate 91, contact 85, wire 86,- contact 87, wire 120, contacts 119 and 118, which are now bridged by the contact plate 92, wire 103, magnet 13, wire 104, contact plate 105, contact 111, with which the contact plate 105 is now in engagement, wire 112, and resistance 98. The energizing of magnet 13 causes the actuation of the lever 9 and the turning of the target iron? safety to an edge-on position. .The target remains in this position until'the magnet 32 is denergized by the opening of circuit closer 64. The denergizing of magnet 32 breaks the circuit of magnet 13 at the cobtacts 84 and 85 and at the contact 111 so that the core of the magnet drops and the target is returned to its safety position. Each time, therefore, that a car enters the block and causes an actuation of the controller the target is moved to indicate such actuation. Also, the white light is momentarily extinguished and the red light is momentarily lighted, the circuit of the red light being completed by the engagement of contacts 132 and 133, by the contact plate 135 on the lever 9. When the number of cars for which the controller is constructed are upon the block the arm 53 of the ratchet wheel 29 is in engagement with the pawl 36 and holds the pawl out of engagement with the tooth 56 of the [I lever 49 so that the entrance of another car on the block lever 49.

When the first car to enter the block leaves the block 9 the circuit closer 65 is actuated to connect the wire 115 of apparatus B to the trolley wire 62. This closes a.

1 circuit through the magnet 10 of apparatus A as follows: wire 115 of apparatus 13, contact 116, contact block 81, which is in engagement with contact 116, wire 80, binding post 77 of apparatus B, line wire 78, binding post 76 of apparatus A, wire 100, contact block 101, contact 117, wire 89; magnet 10 and wire 90. .The energizing of magnet 10 causes its core and rod 11 to be raised and the shoulder 45 of the rod to actuate the escapement pallet. If there is an another car upon the block the lockinglever 16 of apparatus A is not actuated as the projection 20 is out of the path of movement of projection 19 on the rod 11. When the last car leaves the block, however, the projection 20 is in the path of movement of projection 19 and the locking lever is actuated as has been hercinbcfore described. The actuation of the locking lever-allows the core of niagnet 10 and rod 11 to drop to their lowest position and return the signal of apparatus A to'its normal position. The movement oi'the lever B breaks the circuit through which the magnet 13 of apparatus B was energized so that the core of this magnet drops and the signal of apparatus B is returned to normal position.

The operation when cars pass through the block in opposite directions, that is, from right to left, will be obvious without further description.

It will be noted that after the signals are set the contact block 101 on lever 8 is brought into engagement with contact 121 each time a car leaves the block. If a car enters the block at the same instant that a car is leaving the block the contact block 101 is brought into engagement with the contact 121 and at tlie same time contacts 84 and 85 are bridged by the contact plate 91,

contact 111.. a This closes a circuit through the magnet from the binding post 77 of apparatus A to the rail;

63, said circuit comprising wire 93, contact 94, contact plate 99, contact 95, wire 83, contact 84, contact plate 91, contact 85, Wire 86, contact 87, wire 120, contact 121, contact block 101, contact 117, wire 89, mag-. net 10 and wire 90. The magnet 10 thus remains ener- I gized it the circuit closer 65 opens hefore the circuit close! 64 as the circuit ior'the magnet '10 from the bind-- ing post 77 to the rail 63 through the contacts 84 and .85

is not; broken until after the circuit closer 64 opens. The pawl 36 is thus caused to return towards its lowest .position before the rod 11 and core of magnet 10 drop so that when cfars enter and leave the block simultane-.

ously the ratchet wheel 29 is firstadvanceda step and I thenreturneda step. towards its normal position.

As has been described, each time a car leaves the I block the contact block 101 is'broug-ht into engagement with the contact 121, thereby bridging contacts 121 and 117. i In orderto prevent the magnets 10'and 13 from being'permanently energized by the bridging of these contacts; the contacts 108 and 109 are provided which aredisengaged at all times except when the target '1 iii in its normal position. A break is thus provided in the circuitthrough which the magnets 10 and 13 wouldotherwise be permanently energized, said circuit consisting of the wire 110, contacts 109 and 108, wire 107,,contact106, contact block 105, w n-e104; mag net 13, wire 103, contact 118, contact plate 92, contact 119, wire 120 contact 121 contact blocklOl, contact 117, wire'89, magnet 10 and wire.90.

' The contact 106 which, when the apparatus is in normal position, is engaged by contact plate105, is provided to form a break in the circuit through which the signal at the distant end of the block is set at safety, in order to, prevent thesetting of both signals when cars enter the block simultaneously from opposite directions.

The contacts'69 and 70, which are bridged by the contact plate 75 on the lever 9, are provided inorder to prevent the improper actuation of the signals in case there is a ground on one of the line wires. Thus, if there ha e. ground on the line wire 79, for instance, the ground allows the current to flow through the magnet 13 ofnpparatus B so that the magnetis energized and the coin of the magnet is raised. This removes the contact plate 75 from the contacts 69and 70 and breaks the circuit of magnet 32 of apparatus B so thatin-case a car enters-the block from the right the magnet 32 is not energized and the signal of apparatus-B remains: in its danger position. i

The contacts 72 and. 73, which are bridged by the contact plate 74, when magnet 32 is energized. are provided to keep the circuit of magnet 32 closed after the mlgnctlS is energized when a. car enters the block.

It will he apparent from the foregoing description that when cam enter tho-blockfrom the left the line wire 79 is utilized in setting the signals and ,the line wire 78' is utiliz d in restoring the signals to nor null condition, and when cars entor'the block from the right the functions oi the line wires are reversed, the line wire 7!} being utilized in setting the signals and the line wire 79 in rcmring'them to normal condition. It will also be 'apparent that the circuit through which a current is transmitted to set the signal at one end of l t o prising i the block at safety is broken when the signal at the other end of the block is set at safety, the break in the setting circuit being caused by the "separation of the blocl'n 101 from the contact 102.. A second break is also formed in the setting circuit by the separation of contact plate 113 from the contacts 108and 109. The

signal at either end of the, block. can therefore be set his safety only when the signal at the other end oi the block is in its normal position.

'Whenev er the magnet 13 is energized the block 81 is removed from contact 82 and brought into engagement with contact 11.6. At apparatus A this movement oi the block 81 connects the line wire 79 to the contact 114 adjacent to circuitcloser (i4, and at apparatusB connects the line wire 78 to the contact 11.4 adjacent to circuit closer 65. At the distant end of the block this movement oi'the block 81 is utilized to connect one of the line wires to a contact 114' so that the line wire can be utilized in restoring the signals to normal condition. At the entering end ofthe block this movement of the block 81 is utilized to prevent the setting of the signal at theentering end 'of the block at safety when the line wire which is utilized in returningthe signal at the entering end of the block to its normal position is connected to'an extraneous source of current. Thus; if there is a source oi current upon.

the line wire 78, when a car enters the block from the left a current is transmitted from the binding post 76 I through the magnet 13 to the contact plate as soon as the contact plate strikes the contact 111, and thence through the wire 112 to the rail 63; The magnet 13 thus is energized arid the contact block 81 is separated from the contact 82 thereby breaking the circuit through which the magnet 10 of apparatus A is energized and preventihg thesetting of the signal of apparatus A at safety. If the setting circuits were not broken the signal of apparatus A would be set at safety when acar entered the hlo ck and'the magnet 10 would he kept'pcrr nancntly energized, the current passing from the binding post 76 to the block 101 and from the block to contact 117, and thence through the magnct 10'to the rail 63 Contacts 94 and 95 arc provided to form a shunt around the contact 82 when the signal is set at safety.

The breaking of the circuit at contact 82 is thus prevented when a car enters the block after the signal has been set at safety and the magnet 13 is energized to move the signal target to an edge-on position.

The signal system and signal apparatus above de-' scribed embodies the various features of the present invention in their preferred form, but it is to-be unders tood that except as defined in the claims the invention is not limited to these spccificicousttuctions and arrangements, but may be otherwise embodied.

The invention having been thus described, what is;

claimed is'. r

1; A railway block signal system, having. in combination, a movable signal, signal setting and restoring means,

a controller to prevent the restoration of the signal until the last car leaves the block, and means for moving the signal'to,in(licntc an actuation of the controller when a car enters the block.

2. A railway block signal system, hnving lri combine-- tionv :1 sigmnl. signal setting-and restoring meani; is controller to prevent the restorationnf thesignal'iiiltll the last ear leaves the block, means for actuating" said Eon two magnets, means for closing the circuit of one magnet when a car enters the block, means for closing the circuit of the other nm net when a car leaves the block, and means for maintaining said-last mentioned magnet energized until the first mentioned magnet is deenergized when cars enter and leave the block simultaneously.

3. A railway block signal system, having, in combination. a signal, signal setting and restoring means, a controller for preventing the restoration of the' signal until the last car leaves the block comprising a ratchet wheel,

a pawl and means for actuating the pawl. to advance the ratchet wheel step by step, a spr ng for returning the ratchet wheel, a pivoted escapcment pallet provided with a 'detent on each side of its pivot to engage the ratchet wheel, a spring for oscillating the pallet in one direction, a magnet, an armature therefor, and connections between the armature and pallct for oscillating the pallet in the opposite direction.

-l. A railway block signal system, having; in combination, a signal, signal setting and restoring means, a controller for preventing the restoration of the signal until the last car leaves the block, comprising a ratchet wheel, a pawl, and means for actuating the pawl to advance-the ratchet wheel step by step, a' s'pring for retu rning-thc ratchet wheel, an escapement pallet, a spring for oscillating the pallet in one direction, a magnet, an armature and connections between the armature and pallet for oscillating the pallet in the opposite direction, and connections comprising a spring arranged to allow the pallet to yield in case the pawl is actuated during the oscillation of the pallet by the armature.

A railway block signal system, having, in combina:

tion, a signal, signal setting and restoring means, a controller for preventing the restoration of the signal until the last car leaves the block, comprising a ratchet wheel, a pawl, and means for actuating the pawl to advance the ratchet wheel step by step, va spring for returning the ratchet wheel, an escapement pallet, a spring i'or oscillating the pallet in one direction, a magnet, an aramature therefor, an arm yieldingly' connected to the pallet and a projection movable with the armature and arranged .to

engage the arm and oscillate the pallet in the opposite direction.

6. 'A railway block signal system, having, in combination, a signal, a magnet, an armature therefor acting when attracted to set the signal, a locking device for preventing the return of the "signal to normal position,

an actuator for said locking device moved by the armature, mechanism connected with the locking device and arranged to be engaged by said actuator upon a subsequent attrac' tion of the armature, and means for moving said mechanism out of the path of the actuator to allow the locking device to move into'locking position when the armature is attracted to set the signal.

7. A railway block'signal system, having, in combination, a signal, a locking ,device for preventing the return of the signal to normal position,- a magnet, on armature therefor acting when attracted to set the signal, anactuator for said locking device moved by the armature, a condevice and arranged to be engaged by said actuator upon a subsequent attraction of the armature, means for actuating the controller to move said mechanism away from the path of the actuator when a car enters the block after the signal has been set, means for energizing. said magnet when near leaves the block, and means operated by the armature for actuating the controller to return said mech: anism into the path or the actuator.

.8.- A railway block signal system, havingfin combination, a signal movable from normal to either of two positions, two magnets, armatures for said magnets, and connoctions between the armatures and the signal arranged to lock the signal in each-of its positions actlng to move the signal to one position when the signal is in normal position and one magnet is energized, and to move the signal to the other position when the signal is in normal position and theother magnet is energized.

9. A railway block signal system, having, in 'tio'mblnation. a target rotatable in opposite directions from normal position n di play either slde two magnets, armatures --magncts for actuating each signal, magnets, connections between the target is in normal position and one magnet is energized," and to rotate the target in the opposite direction when the 1 target is in normal position gized.

10. A railway block signal system, having, in combination, a target movable from normal to either of two posi tions, a rod for actuating the target, two magnets, armatures'therefor, connections between the armaturcs and the rod comprising cooperating pins. and grooves constructed to rotate the rod in one direction to move the target from normal to one position when one magnet is energized and to rotate the rod in the other direction to -move the target from normal to the other position when the .other magnet is energized,

11. A railway block' signal system, having, in combinaandthe other magnet is enermal edge on position, two magnets, armatures therefor, and connections between the armatures and the target, one magnet acting through said connections to rotate the rotate the target in the same direction from safety to an edge on position and to rotate the target in the opposite direction from normal to a danger position. 7 12. A railway blocksignal' system, having, in combination, a magnet, an armature theretor, a signal actuated by the armature, a locking device for prcvcnting'the return of the armature'to normal position after having been attracted to set the signal means for actuating the locking device upon a subsequent attraction of tho srinature 'to release the armature, means for holding the locking device out of locking position during the return of the armature and means for actuating said -holding means to release the set the locking device when th armature is att'racted to signal. m 1

tion, a target rotatable in opposite directions from a nortarget in one direction from normal to.a safety position- L and'the other magnet acting through said connections to 13. A railway block signal system, having, in combina-t tion, a signaia't each end of a track section or block movahle from normal to a safety or a danger position, two

rmatures and the sigarmatu res for said nal, actingto move the signal from normal to safety position when one magnet-is energized and to move the signal 'from normal to danger position when the other magnet is energized, and means for energizinga magnet at each'end of the block to move the signal at the entering end of the block to'safety and the signal at the distant end of the block to dangerwhen a car enters an, empty block in either direction.

14. A railway block signal system, having, in combination, a signal at each end of a track section or block movable from normal to a safety or a danger position, two

magnets for actuating each signal, armatures for said' magnets, connections between the armatures and the signal acting to move the signal to safety position when one magnet is energized and to move the signal to danger position when the other magnet is'energized, two line wires,

means for closing a circuit when a car enters an empty blockrin either direction, including one of said linegwires and the magnets at each end of the block by which the signal at the entering end of the block is moved to safety andthe signal at the distant end of the block is moved to danger, said circuit including one line wire whcn,cars' enter the block in one direction and including the other line wire when cars enter the block in the opposite direction, 1

5 means for closing a circuit including the other line wire and-said magnet at the entering end of the block Whiii il.

car leaves the block and means actuated by said' magnet for restoring the signals to normal position.

15. A railway block signal system, having, in combination, a signal at each end or a track section or block movacting to move the signal to safety position when one magnet is energized and-to move the signal to danger.posltion when the other magnet is energized, two line wires,

- means for closing a circuit when near enters an empty block in either direction including one of saidline wires 865,013. r i Q and the magnets at each end of the blockby which the signal at the entering end of the block is moved to safety and the signal at the distant and ot the block is moved to danger, said circuit including one line wire when cars enter the block in one direction and including the other line wire when cars enter the block in the opposite direction, means for closing a circuit including the other line wire to restore the signals to normal position when a car leaves the block, means for closing a circuit when said last mentioned line wire is connected to a. source of current including the magnetuat the entering end of the block by which the signai at that end or the b1601 is moved to danger,

and means actuated by said magnet when energized by said source of current-f0r preventing the closure of the circuit including the magnet by which the signal is moved 15 to safety.

In testimony whereof I aflix my signature,fin presence of two witnesses.

WINTHROP M. CHAPMAN. Witnesses:

Fan OiFIsH,

Amman H. HILDRETH. 

